Valve operating mechanism



Aug. 13, 1936. R RUSSELL 2,050,765

VALVE OPERATING MECHANISM Filed May 18, 1932 6 Sheets-Sheet l INVENTOR Aug. 11, 1936. R Q RUSSELL 2,@5U,766

VALVE OPERATING MECHANISM Filed May 18, 1932 6 Sheets-Sheet 2 INVENTOR ROBERT C. RUSSELL v I ATTORNEYS Aug. 11, 1936. R. c. RUSSELL VALVE OPERATING MECHANISM Filed May 18, 1932 6 Sheets-Sheet 3 al /Ill.

INVENTOR ROBERT C. RUSSELL II. III I IIHHPH- l ATTORNEYS 1936- R. c. RUSSELL 2,050,766

VALVE OPERAT ING MECHANI SM Filed May 18, 1932 6 Sheets-Sheet 4 INVENTOR ROBE/PT C, RUSSELL ATTORNEYS A 1936. R. c. RUSSELL 2,5105%,766

VALVE OPERATING MECHANISM Filed May 18, 1932 6 Sheets-Sheet 5 w I, ll

INDVENTOR ROBERT c. RUSSELL ATTORN Y3 R. c. RUSSELL flmi fifi VALVE OPERATING MECHANISM Filed May 18 1932 l I I05 6 Sheets-Sheet 6 an i in R085 LL ATTO EYS Patented Aug. 11, 19 36 VALVE OPERATING MECHANISM Robert C. Russell, Dallas, Tex. Application May 18, 1932, Serial No. 612,016 42 Claims. (Cl. 123-90) This invention relates to valve operating mechanism and more particularly to automatic or self adjusting silent valve lifters or tappets for use primarily in connection with internal combustion motors.

A general purpose of the invention is to produce novel self adjusting or compensating valve lifters, also known as valve tappets, for operating and more particularly for lifting or opening valves in relation to their seats as used generally in machinery, engines and the like. This valve lifter automatically maintains a no-clearancc operating relationship generally between all parts of the mechanism intermediate the engine or machine driven cam and the valve seat in the cylinder and especially between the cam and valve lifter. This promotes operating efficiency and performance, improves valve timing, avoids wear and hammering of the valve seats and eliminates noise and vibration. The necessity for a solution of these problems is pronounced, especially in present day high speed internal combustion motors which depend on precise and uniform valve timing for maximum efiiciency. In aviation engines, which employ even greater 'valve operating clearance than in automobile engines, the solution of the problem and a correction for the considerable valve operating clearance is of outstanding importance and a measure which will increase engine power, avoid valve trouble, and promote safety.

The invention, therefore, seeks to produce practical commercial forms of silent, automatic, self adjusting valve lifters or tappets which are not subjected to wear in the performance of their automatic compensating function, and which can be produced sufficiently economically to justify their use in the general rank and file of engines of all grades, makes and horse power.

In keeping with these purposes, it is of course an object of this invention to produce novel valve lifters capable of inherent automatic self adjustment or take up in the length of parts for compensation in both directions, i. e., for contraction and expansion of the valve stem and associated members, occasioned by temperature variation, as well as for wear of said parts.

A further object is to produce silent and self adjusting valve lifters or tappets of a solely novel mechanical type which function without the necessity of an oil cushion or other liquid supply and hence the invention is distinguished in this respect from the'class of hydraulic or oil lift forms of tappets known to the art. Lubrication, as such, may be an aid to smoothness in operation of the compensating parts of my mechanical tappets but oil is not employed as a medium for lifting or opening the engine valve or for transmitting motion from one part to another. 5

An important object is to produce automatic and self adjusting valve tappets or lifters, the compensating unit per se or the actuating elements of which, in fact, do not move or actuate in relation to each other, except only when and 10 during an actual change in operating conditions occur, such as variations in temperature with accompanying change in the length of the valve stem or associated parts, whereupon the compensating unit instantly responds and self ad- 1 justment is automatically enforced by reason of such change. My valve lifters are distinguished in this particular by reason of their characteristic function to remain inert and rigid, with complete absence of. any relative movement between the sensitive compensating parts, until a change in length condition merits or necessitates such compensation. Only then does operative movement of and between the responsive self adjusting parts actuallytake place. It follows 5 therefore, that minimum friction and wear occurs which makes for long life of the valve lifter.

An outstanding object, in the several forms of construction, is to effectively deal with the prob- 30 lem I have discovered as regards the difficulty of and necessity for positively controlling the automatic movement of the self adjusting or compensating unit, and more particularly, the responsive element or compensator thereof. To 35 illustrate this and other features, there are shown several examples of self adjusting units and responsive elements therefor, to-wit,-a screw means, an inclined spiral plane with a load carrying pin, and also a wedge means. 40 Various forms of clutch means cooperate with the responsive elements to exercise a positive control thereof. By presenting a number of forms of construction, the comprehensiveness of my invention is more fully realized. As to the 5 screw type responsive device, this invention solves the problem by positively preventing its rotation during normal engine operation when, manifestly, no need for compensation exists. As to the inclined spiral plane, likewise, the move- 50 ment of the load carrying pin is also controlled. And as to the wedge means responsive element, its compensating movement is also positively restricted to that instant or cycle when self adiustment is needed by reason of the existence 55 of an actual variation in valve stem length or of other parts. I

It is also significant that the clutch means exercises the above mentioned precise control over the self adjusting unit or its responsive compensator, in the several forms of construction, without appreciable movement of said clutch means, except when a change in length condition necessitates self adjustment and even then the clutch movement is barely perceptible and of short duration. Hence again is stated the important feature of little or no wear of parts because of substantial elimination of internal relative movement within the valve lifter. The precise and finely gaged control is accomplished, say to counteract or compensate for valve stem elongation, by a direct and instantaneous transfer of the load of the engine valve spring from one member of the tappet to another member thereof, but this action follows only when and for the duration of such valve stem elongation. One who is acquainted with the problem, therefore, appreciates that the compensating movement or creeping of parts in my valve lifters is, indeed, rare in occurrence as compared to the countless times a valve seats and the engine cam rotates. A valve stem does not change its length for each turn of an engine or revolution of its cam. Accordingly, I have made definite improvements in this respect by employing a new principle so to positively avoid undue internal operation and friction of the self adjusting parts.

It is a further object to produce one or more clutches, auxiliary to the self adjusting unit and as a control therefor, which engage and disengage by reason of the load transfer function heretofore mentioned, doing so without perceptible motion of parts. In other words, the clutch or clutches engage by direct application of pressure applied to clutch faces already in contact. The clutch disengages by relief of pressure and the clutching faces do not perceptibly separate. Hence there exists no rotary or reciprocatory effort in the control clutch to cause wear even in long use.

It is a further object to provide a number of examples of load receiving means, as a part of the tappet structure, to pick up the valve spring load imposed by valve stem expansion, and thereupon unclutoh the self adjusting mechanism to free it for automatic contraction within a necessarily shortened longitudinal space. This object is effected thru a cooperating bearing guide and the tappet sleeve, in one form of the invention, which takes over the burden of the valve spring load instantly it manifests itself by reason of such expansion. The same object is eflectedin another form of the invention by a novel cam means having a combined load receiving and clutch releasing heel. In both cases the clutch frees the compensator in the self adjusting unit so that the spring loaded valve of the engine enforces contraction of the tappet precisely proportioned to valve stem elongation. These functions and conditions so gradually act and react, appear and check out, that normal operation of an engine running at normal temperature simply means that the compensating parts in the valve lifter are inert, non-yielding and in a state of rest the greater portion of time during engine operation.

A further important object is to produce automatic self adjusting tappets which do not ride the valve operating cam with load or pressure except on the lift or lobe of the cam, and this also makes for long life of parts by reducing heating effects, friction and wear.

Likewise, an additional object is to produce a valve lifter having novel clutch means, as a 5 control for the compensating or self adjusting unit, which clutch attains a positively rigid nonyielding condition, for thrust against the valve and its closing spring, beginning at a time just prior to the time when the valve leaves its seat 10 and continuing for a short time just after the valve returns to its seat, characterized by relaxation for the remainder of the time the valve is on its seat, whereby automatic compensation may take place only during said remainder of 15 the time said valve is on its seat. Thus is stated the function of preferred forms of the invention particularly attained by the use of my, novel cam means which cooperates with the one or more species of inherently automatic self adjusting 20 tappets to effect a novel mode of operation for this new combination of valve actuating mechanism. A perfect no-clearance non-yielding engagement for all parts is the result, especially between the engine valve and the tappet itself.

Although a standard cam, i. e., one having a concentric heel or base circle, may be used for operating the valve lifters herein disclosed, an object is nevertheless to produce novel cams as well as automatic tappets, and which are also new in their combination. The cam means are modified for improved performance in two respects. In the first place, I form the dwell or heel of my preferred cam with a slight drop therein to relive it and thus impart a slight eccentricity opposite the cam lobe. This cam eccentricity relaxes and rests the valve lifter for automatic compensation during the greater portion of that period the valve is on its seat, and also prevents'pressure engagement between the valve lifter and heel of the cam. In the second place, the bottom of the lobe or lifting face or faces of the cam, which are about tangent to the base circle-of said cam, and sometimes called the foot or approach, may be removed, relieved or designed to aiford a quicker valve opening and closing action. The latter performance is now capable of being attained in this invention by eliminating that arc portion or foot of the cam contour which has heretofore been used to gradually and slowly take up, without slap and impact of parts, the several thousandths of an inch expansion clearance heretofore left in the valve mechanism. Hence my cam represents an advance on standard practice and may now be used to quietly open wide the valve in less time than heretofore, hold the valve open for a longer period, and fully close the valve much quicker than is practical with standard non-compensating tappets of present day use.

A further purpose, among others, is to produceseveral forms of self adjusting valve lifters per se as well as alternate forms of general combinations, and to this end there is illustrated a number of species of cam and tappet constructions by which to more fully adapt the invention to the variety of requirements of the numerous types of internal combustion'engines.

The principles of the invention are set forth in the accompanying drawings showing a va-. riety of concrete embodiments by which to illustrate the different forms of the self adjusting means, the compensator element thereof, the control clutch or clutches, and the cam means;

in combination,

show the first and second forms of the silent self adjusting valve lifter or tappet and which comprises a simple construction having few p It may be referred to as the clutching nut and screw compensator type; the first form comprising a split nut made of a plurality of segments, and the second form being a one-piece slotted nut as an alternate. These forms are operatively shown with a bearing guide release means for disengagement of the clutch, although my novel cam means release may be used.

Figure 1 is a fragmentary view of an engine cylinder and spring loaded poppet valve, the latter on its seat, and the cam has reached a position to positively clutch or set up the self adjusting tappet parts in rigid relation, before the cam lobe reaches the cam follower, to lift the valve oiT its seat.

Figure 2 shows a face view of the cam shaft and its cam projected from Figure 1, but with the lobe of the cam in down position.

Figure 3 shows a plan view of the valve lifter, as developed on the plane 3-3 of Figure 1, and looking down on the segmental or two-piece clutching split nut resting on the tappet sleeve which is in its cylindrical bearing guide.

Figure 4 is a section on the line 6-6 of Figure 1. 1

Figure 5 is an assembly section showing the self adjusting unit relaxed and free for compensation, and it has, in fact, automatically expanded to take up for wear and/or contraction of a shortened valve stem, as shown by the position line X.

Figure 6 shows the valve and its lifter in open or up position. The dotted lines show the valveclosed position of the self adjusting unit in the tappet sleeve. It has compensated for elongation of the valve stem, as shown by the reference line Y in comparison to the line X.

Figure 7 is a cluster or separated view of the parts constituting the first form of the invention.

Figure 8 shows two piece slotted clutching nut means well adapted for use in connection with the first form of the invention, and it may be considered as a second form.

Figures 9 thru 14 show a third and fourth form of the automatic valve lifter designated as the threaded valve stem type. In these two forms, it is the clutching nut which is the compensator per se, or movable element of the self adjusting unit, instead of the screw heretofore mentioned. The problem of positively restricted control of rotation of this clutching nut is just as effectively provided for here as in other forms of the invention. 1

Figure 9 is an assembly section of the third form showing the cam and tappet combination with the valve on its seat, and the clutching nut has screwed down on the valve stem as the latter contracted, as shown by the position line X. The clutching nut has locked on the valve stem screw by engagement of the active or clutching are on the heel of the cam. The tappet has, therefore, rigidly'set up and conditioned itself and is ready, before the cam lobe reaches the cam follower, to lift the threaded valve stem.

Figure 10 shows that the engine cam has moved out of contact with the tappet to free the clutching nut which, in this position, has screwed outside diameter views of a modified one-- up to accommodate an xpanded asshownbythelineYincomparisontolinex. Figure 11 shows a fragmentary view of the upper end of the valve lifter. specially shown in exaggerated unclutched, relaxed and free position, by which the compensating clutching nut automatically adjusts itself to a change in valve stem length to hold a no-clearance contact.

Figure 12 shows a section on the line 'IZ-IB of Figure 9 to better illustrate a split guide by which the valve stem with large threads is assembled in the engine.

Figure 13 is a section on the line l3-l8 of Figure 9 looking down on a spring seat which transmits the load of the spring to the valve stem and by which a valve stem having enlarged threads is assembled in this type of valve operating mechanism.

Figure 14 shows a cluster the parts which above explained third form of the invention. However, the thread formation of the valve stem and split nut in Figure 12 is slightly modified and hence is suggested as a fourth form of conor exploded view of equal to or less than the valve stem.

Figure 15 shows a diagrammatic outline of specially formed novel cam means preferred for use in combination This cam is shown throughout the drawings in operative relation with several forms of tappets from Figure 1 thru 21, but it can also be used with the other valve lifter in the remaining may be used in constructing the 20 here the threads may have an as with the several tappet's. as

views. Figure 16 shows a chart development of 35 the novel cam outline in Figure 15.

Figures l'l thru 21 illustrate a fifth form of the invention and which may be referred to as having an inclined spiral plane with a valve lifting thrust plug having a load carrying pin. Here a somewhat different type of clutch is shown to control the rotation of the thrust plug or compensator. This construction may employ a roller cam follower as an alternate for the flat cam followers heretofore illustrated. A roller follower may, however, be used with any or all species of the invention.

Figure 17 shows a valve assembly with the tappet in contracted position to accommodate the elongated valve stem which may have become heated due to operation of the engine; and Figure 18 shows a similar, but face view, except the tappet has elongated to take up the play between it and the valve stem which has shortened due to cooling or the wearing of parts. The reference pointers X and Y show the contracted and expanded valve stems, the space XY illustrating an exaggerated variation in valve stem length condition to more fully portray the mode of operation.

Figure 19 is a plan view of the valve lifter developed on the plane |s |s of Figure 18.

Figure 20 is a section on the line 20-2flof Figure 18, looking down on the eccentric pin and other parts of the clutch.

Figure 21 shows a cluster view of the component parts, in line and orderof assembly, of this fifth form of construction.

Figures 22 thru 26 show a sixth alternate form of construction made in accordance with the principles of this invention and which may be referred to as the wedge compensator and wedge clutch type. The invention is here shown in connection with a standard or conventional cam, although it is to be understood that the novel cam means of Figures 15 and 16 may also, and preferably, be used.

Figure 22 shows the valve, cam and tappet assembly. The cam is approac 'ng its 11ft position and the wedge compensator has elongated upwardly to maintain an effective no-clearance working contact with a shortened valve stem. Figure 23 shows a similar view except for a lengthened valie stem which caused the tappet to contract. In both views the cam has reached a position free of the tappet sleeve follower so that the wedge compensator and its control clutch housed therein are free to compensate if necessary.

Figure 24 shows a new position of parts wherein the conventional cam is actuating the tappet and valve stem, and during this action the wedge clutch is immovably locked to restrain the wedge compensator from movement.

Figure 25 shows a front view of the tappet removed from the cam and valve assembly. The tappet sleeve is broken away to expose the wedge clutch through which the force of the cam acts to lift the valve. The dash and dot line is merely a reference line to show an exaggerated or abnormal unclutched position of the wedge clutch. Rather than separation of parts, as shown by the dash and dot lines, there merely occurs a definite relief from pressure. Inasmuch as there is no spring or other force tending to separate the clutch parts and because of the speed of the cam, together with the viscosity of oil usually present, the clutch parts remain in contact.

Figure 26 is a cluster or group alignment view of the tappet parts constituting this sixth form of construction.

The first and second forms of construction as shown in Figures 1 thru 8 In describing these two forms of the invention, reference is first made to Sheets 1 and 2 of the drawings. There is shown a fragmentary portion of an internal combustion engine or other machine having poppet type valves. In this connection, a conventional engine is indicated at 3 and has a piston 4. A valve 5 closes the usual exhaust or intake port defined by a valve seat 6. A valve stem' 1 is mounted in a guide 8 and a valve spring 9 maintains the valve 5 on its seat 6 in the usual way. A cam shaft i preferably carries a novel cam means, the lobe ll of which is adapted to raise and lower the valve lifter or tappet of this invention for opening and closing valve 5. This cam II, I2 is a departure from conventional cams and I employ it especialy in internal combustion engines in a novel manner with my automatic tappet. Among other things, this cam is constructed with an eccentric drop or heel i2, and it is shown in Figures 15 and 16 where it will be further explained. However, it is to be understood that my invention may be used with a standard or conventional type cam.

The subject matter of this invention primarily relates to automatic two-way self adjusting valve lifters, which for brevity may be called tappets, interposed between the free end of the valve stem 1 and the cam H, i2 for the purpose of operating the valve for admitting and discharging gas to and from the engine cylinder in timed relation with the operation of the engine piston 4 as well known to those conversant with the art. The tappet has long life and maintains a no-clearance working relation between all parts from the valve seat 6 to face of the cam.

A tappet guide, in the form of a stationary cylindrical bearing sleeve l4, with integral flange or similar means I5, is anchored in the machine housing or engine crank case I6 in any suitable manner, as by a tie-fork or bracket II which usually secures two of the bearing guides ll in stationary position. Any suitable guide or tappet retainer H may be used in connection with this invention, and in the present instance the guide is shimmed up or accurately and precisely positioned by one or more shims l8, or otherwise installed, for the purpose of finely gaging and setting the top edge l9 thereof in unclutching control relation with the compensator element per se, as later described.

.The first two forms, Figures 1 thru 8, of the invention includes a combination valve lifter and cam follower sleeve 20, one or the upper end 20 of which is open to receive and house the parts comprising the self adjusting unit. The other end of the sleeve is closed to form a cam follower as in standard practice. The open end of the sleeve cam follower 20 is bevelled inwardly, reducing in diameter toward the closed end of the sleeve, as shown at 2|, on a suitable angle or taper to coact with a clutching nut means which comprises two segmental or complementary parts 22 and 23 which are internally threaded, as at 21. This combination clutch and nut means 22, 23 has a stop flange 24, larger and thus overhanging somewhat the sleeve 20 and guide I4, and is adapted to coact with the stop edge IQ of the guide M by coming to rest or seating thereon. The clutching nut 22, 23 is also made with a circular beveled, tapered or conical surface 25 which is the counterpart of and coacts with the sleeve end 2|.

The above described plural segment clutch 22, 23 is freely mounted in the conically open end 2i of the cam follower sleeve 20 and reclprocates therewith during the operation of the cam means ll, l2. The nut also preferably includes a reduced cylindrical end, cuff or skirt means 26 adjoining the cone 25 and which fits freely within and is guided and supported by the tappet sleeve 20. The lower end 26 of the clutching nut is relieved in size and is slightly less than.

the inside diameter of the sleeve 20 so that said nut may undergo slight contraction or expansion within its housing sleeve 20 for pressure application and release in respect to its controlled compensator screw, as later explained. The coacting tapers 2i and 25, when under pressure, act to contract the segmental clutching nut 22, 23 as will be seen. It is noted that the pressure of the spring loaded valve 1, when off its seat, is carried through the coacting engaged taper seats 2| and 25, thereby contracting the nut 22, 23. Conversely, a relief or retraction of the pressure at this point afiords perceptible expansion or slight opening up of the clutching nut.

The contractible clutching nut 22, 23 is ordinarily made and threaded in one piece and then split at 28 into two or three parts, or it may be slotted part way through, as in Figure 8, to form a one-piece clutching nut 31. The internal threads are properly selected as a type, form and pitch. When the two mating clutch parts 22 and 23 are mounted in the sleeve 20, there is left adequate clearance space 28, for the purpose of allowing the segments to slightly move in func-' 20 meshing in threads 21 of the parts 22 and 23. The upper end of the screw 29 may include a head 3| forming a seat on which the tail or free end of the valve stem 7 engages or rests with a constant no-clearance relationship or contact. Such a. no-clearance engagement, as afforded by my inventions, saves frequent manual adjustment and engine repair, affords a softness of valve closing and smoothness in operation for the life of the machine.

A spring anchorage hole 32 is made in the compensator or screw 29 and, likewise, a similar socket 83 is made in one of the clutch or split nut members 22 or 23. A tensioning or forceapplying means, in the form of a coiled torque spring 26, is wound about the smooth screw shank 29 and has one end secured in the screw hole 32 and its other extremity inserted in the hole 33 of the nut. Thus the clutching nut 22, 22, itsv screw 29, and the torque spring 36, are operatively assembled to organize the compensating or self adjusting unit of the automatic tappet, of which I sometimes name the screw 29 itself as the compensator per se. Torque is exerted by the spring 38 on the screw and nut in opposite directions when the compensating unit is assembled in the sleeve 20, with the result that the valve rest head 3i has constant noclearance engagement with the valve. It is significant that the torque spring 36 in my invention reacts between the clutching nut 22, 23 and its control screw 29 and, consequently, the tappet sleeve 20 is entirely free of any force or impulse exerted by said torque spring.

The automatic tappet parts are assembled somewhat in the order shown in Figure 7, by first placing the segmental clutching nut parts 22 and 23, with screw 29 in threaded engagement therewith, and attaching the spring 36 as illustrated in the assembly views. Thus is provided the essential three element self adjusting unit which is light in weight and of few parts. This unit is mounted in the tapered mouth M of the sleeve, and the coacting tapers 2| and engaged so that a valve lifting force exerted by the cam lobe II longitudinally up the sleeve 20 is transmitted laterally to the threaded clutching members 22 and 23 which results in clamping or pinching the latter on the screw 29 and its threads 30. This action immovably locks the screw body within the clutching nutand positively prevents relative rotation thereof.

The method of assembly of the valve operating mechanism in general will now be briefly explained. The complete valve lifter 20 and its compensating unit is now placed in the bearing guide 14 with the lower end of the sleeve cam follower resting on the cam, between the lobe II and heel I2, as shown in Figure 1, accomplished by setting the lobe II or the major axis MA of the cam, see Figure 15, in a generally horizontal direction. In this way the self adjusting tappet is operatively set up and initially positioned in relation to the eccentric heel portion I2 of the cam. The mere weight of the assembled tappet, or assisted by the light touch of ones finger, firmly seats the sleeve follower 20 in operative engagement with the cam means, Figure 1 position, and at the same time the cone or taper surfaces 2| and 25 are also in effective engagement. Also the valve 5 is held to its seat 6 by the spring 9 so that the end of the valve is normally located for the valve lifter assembly. The torque compensating spring 34, having previously been wound for tension before assembly, now exerts torque on the screw 29, to provide a sensitive spring actuated member, which quickly runs the head 3| outwardly against the tail end of the valve stem I into no-clearance contact therewith.

Having assembled the parts in the foregoing 5 manner, by preferably holding with ones fingers the screw 29 against rotation bythe torque spring, the shim or shims l8 are now accurately adjusted, to a proper thickness, either by adding more shims I8 or by removing one or more until 10 the top open edge l9 of the guide I4 lightly contacts the stop flange 22 of the clutching nut. Proper assembly will leave the screw head 3! a latitude of rotative adjustment up or down so that the valve stem I may shrink or grow and 15 the screw will follow or yield. The tie or I anchorage fork I1 is now finally secured in place against the flange l5 and the assembly of the valve operating mechanism is completed, with the self adjusting tappet confined for free re- 20 ciprocating motion in the guide I4, under the operating action of the cam shaft I0, and a noclearance working relation is established throughout the train of parts from the cam to the valve seat in the engine cylinder.

It is to be noted that the compensator screw 29 has a top and bottom stop means in the head 3i and spring 35. Should the valve stem I break or some obstruction occur in the train of valve operating mechanism, the torque spring 30 36 quickly reaches its limit of outwardly propelling action on the screw 29 and thus limits its screwing action. Likewise the screw head 3| stops against the clutching nut to limit the down or inward rotative adjustment of said spring actuated member 29. No danger, therefore, exists as to possibly driving the valve I out thru the cylinder head with consequent damage to the cam shaft Ill.

In operation, the inwardly converging mouth 2! of the sleeve 20 drops or slides in the guide I6 just below its top edge l9 by which to attain coaction between the nut flange 2d and guide I9. This action effects transfer of the valve load to the guide I9 when the valve stem I expands and such action initiates automatic compensation, but this operation depends on a cooperating cam action, and accordingly will be later explained.

The cam means in Figures 15 and 16 At this stage of the description, reference is made to Figures 15 and 16, large scale illustrations, for an explanation of a preferred design of the cam means II, I 2 which, with the other mechanism produces a new combination or organization of valve operating mechanism. This cam is advisedly used with all forms of valve lifters presented herewith and is illustrated in connection with the modified valve lifter in Figures 9 thru 14. The cam is novel in its structural form for engine valve actuation and constitutes a new element in a new combination with my novel valve tappets. Figures 15 and 16 are diagrammatic and enlarged to more readily illustrate the new cam construction which is characterized by a new mode of operation by reason of the fact that it actuates the clutch in a novel manner and the clutch in turn controls the self adjusting means to perform its function of compensation in two directions, in or out of the sleeve 20, to maintain the noclearance operative relation.

The shaft I0 carries the lobe II with an eccentric cam drop or heel I2, as heretofore 75 heel arcs will be further explained in connec-.

tion with Figures 15 and 16. The are or cir cumference of the eccentric heel I2 is generated by the eccentric radius ER which is eccentric to the shaft ID as shown, and this structure is laid out "to large scale to show the eccentricity of said heel 12 in relation to what ordinarily is the concentric face indicated in dot and dash lines at 13 if the cam were made in conventional or standard form as, in fact, portrayed in Figures 22, 23 and 24. These latter views will be hereinafter described merely for the purpose of bringing out the fact that my automatic tappets may indeed be operated by ordinary standard cams of any conventional design, but improved performance is attained with my new cam H, i2 in Figures 15 and 16.

The concentric are or imaginary face i3 of the cam, in dot and dash lines, may be referred to as the base circle of a conventional cam. In producing my preferred cam ll, I2 this base circle I3 is ground or cut away along an are or cam face D, measured by said angle D, which is shown here as about 140, more or less, depending upon the time desired by a particular manufacturer for unclutching and resting the. tappet to allow it to compensate. The base circle I 3 of a cam is concentric with its shaft Ill and is developed by a concentric radius CR shown a number of times on the diagram for clarity. The imaginary base circle I3 is dotted in on my drawings merely as a reference line to better emphasize the eccentricity of the heel or drop l2. The complete base circle of the cam is measured by the arcs B and C with a continuation thereof along the dot and dash lines l3, the latter actually representing the metal or stock which is ground away to produce the eccentric heel l2 and hence a new and preferred cam element in the general combination. It is now understood that the concentric radius CR has its center at the axis of the shaft ID. on the other hand the eccentric radius ER may have its center on the major axis MA of the cam between the lobe H and axis of said shaft ill, or thus approximately located since considerable latitude is permissible for the center of the radius ER.

In this cam design, the eccentric heel I2 is, therefore, subtended by the angle or are D of about 140 and merges or feathers into the concentric arcs Band C which are defined by the concentric radius CR. The eccentric heel I2 may in fact be formed anywhere within the limits of something like to 180 degrees, more or less, but which is indicated on the drawings as being because this angular measure affords satisfactory operation in my new valve operating combination and is merely used as one example in describing this invention.

Each of the oppositely disposed concentric arcs B and C, adjacent each foot or approach of the lobe H, is subtended by approximate a 40 angle, as shown. The two arcs B and C are also developed by the concentric radius CR, the same as the radius of the imaginary base circle l3, said radius CR having its center concentric to the shaft I0, being the center about which the cam ll, l2 rotates in the engine. While 40 is shown as a satisfactory length of working cam face B and C, adjacent the lobe II, it is to be understood that this factor is somewhat flexible, depending upon the particular requirements in reference to the type of engine embodying this invention. I have found that a range of 20 to 60 degrees, more or less, may be used as a satisfactory length of concentric cam surface 13 and C, but I show 40 as one example to illustrate this invention. In designing an engine, an emcient compromise is readily effected as between the respective angles which subtend the cam faces B and C on the one hand and D on the other.

The foregoing leaves an arc A of about 140 over which to lay out the lobe or lift ll of the cam which performs the thrust operation against the tappet to open an engine valve. Here again manufacturing requirements may vary by which to form the cam lobe ll within an arc of more or less than 140 depending somewhat upon the compromise or selection attained between the other three arcs B, C and D. It is found that the example of cam shown, with the working faces laid out by the several angles A, B, C 20 and D, operates very satisfactorily with these self adjusting valve lifters, but it is understood that considerable latitude is permissible in measuring off the number of degrees for the cam lift H, for the concentric clutching or set-up 25- arcs B and C, as well as for the eccentric declutching release arc or drop D of the cam.

The eccentric unclutching drop D, being the heel l2, of the cam is preferably employed for the purpose of relaxing the tappet for rest and 30 automatic compensation, should the latter need exist by reason of a change in length of any part in the valve mechanism. Relaxation ensues along the unclutching are D or heel I! because the eccentricity thereof removes all pres-3 sure from the sleeve 20 and hence from the segmental clutching nut 22, 23 or one-piece nut 31, which results in releasing the screw 29 for such slight rotary adjustment in either direction as may be required to maintain a zero contact or no-clearance engagement with the valve stem 1. It is required that only a few thousandths of an inch maximum drop or relief actually exists at the point of greatest difference between eccentric cam face [2 and the concentric imaginary base circle B. In actual practice, I have used a drop of from two to four thousandths up to ten or twenty thousandths orsometimes more. This is explained in view of the fact that considerable latitude is permissible in finishing oil the cam l2 and relieving it for eccentricity at ER to modify it from an ordinary concentric or standard cam, the latter usually being developed on a concentric radius CR and indicated generally at l3.

The concentric cam faces B and C, of approximately 40, are used for setting up and engaging the clutch 22, 23 by which the compensator screw 29 is positively locked against rotative adjustmentfor the entire period the arcs A, B

and C are traversing the valve lifter 20. Notev that this precisely timed and controlled locking of the screw 29 within its clutching nut 22, 23, or the one-piece nut in Figure 8, positively occurs prior to the cam lobe ll having reached the cam follower sleeve 20, and continues until after said lobe leaves the tappet. Assuming that the cam! rotates clockwise, as indicated throughout the views, then it is the clutching or engaging arc B which gradually sets up, locks and pinches the clutching means about the screw 29 before the lobe reaches the tappet 20; and in the same way it is the opposite or companion are C which maintains the clutching means in that rigid state after the lobe leaves the tappet. Theretappet which is positively restrained against self adjustment during the time the valve is off its seat. Only during the period of traverse of the eccentric heel l2, which represents the major period the valve is on the seat, can automatic compensation take place. In this way, no wear occurs in the self adjusting unit, because its slight actuation, rarely occurring, is never under the stress and strain of the spring loaded engine valve and camlobe.

The cam faces defined by the arcs B and C are used in assembling the valve operating mechanism and constitutes a convenience in this respect because it is desirable that the assembly be effected with the clutch 22, 23 contracted and locked about the compensator screw 29. The engine valve 5 being seated, the mechanic simply rotates the cam shaft l until the lobe ll, or the major axis MA, lies in a general direction at right angles to the axis of the tappet sleeve 20, as in Figures 1 and 9, whereupon said sleeve 20 normally rests on either arc B or C. In this position, the mechanic, who assembles the valve and its operating mechanism, is now ready to set the tappet bearing guide lit/or 49 in Figure 9, in operative relation with the clutching nut flange 24. He readily does so by using the shim or shims It or 50 to accurately set up the guide it or $9 in precisely engaged contact with the clutching nut, doing so with light contact, as by the weight of the parts resting one on the other, or by slight pressure of ones finger, until the flange 24 merely rests on the top edge is of sleeve 20. Having effected this assembly, the mechanic tightens down the anchorage fork H and the assembly job is completed with a pre cisely set up clutch adjustment, whereby the compensating unit in the tappet sleeve 20 is locked against automatic adjustment when said sleeve 20 is riding the cam heel arcs B or C, as well as the lobe H, and is released for rest and self adjustment when traversing the eccentric declutching heel portion l2 defined by the angle D Reference is now made to Figures 5 and 6, as position views, wherein is shown the parallel dot and dash reference or pointer lines X and Y which diagrammatically disclose, on a large scale, the lost motion or play which would otherwise exist between the valve stem' 1 and tappet 26 if it were not for the positive self adjusting function of the invention in these several forms of tappets. The reference lines XY precisely point to the bottom end surface of the screw 29 when the latter is at its lower-most position in both views which means that the valve head 5 is on its seat 5. This position of parts affords a comparative reference to explain the operation. The range of valve stem variation in length, represented by the distance XY, is merely an enlarged showing of the few thousandths of an inch play which ordinarily must be left in conventional valve operating mechanism of engines not equipped with self adjusting means. This clearance extends upwardly to forty and fifty thousandths of an inch in airplane engines with unusual hammering and impact deterioration of the valve mechanism and serious wearing of the valve seats. The pointers x and Y enable the reader to quickly ascertain that in Figure 5 the tappet has elongated itself to accommodate a shortened valve stem, while in Figure 6 the tappet has shortened itself to accommodate valve stem expansion. Throughout the range XY of length variation, the

screw head 3| held its constant no-clearance v engagement with the valve 1:

The performance of the automatic tappet to maintain its no-clearance relation against a gradually shortening valve stem, as when the engine stops running and is cooling off, is more fully seen by considering Figure 5, where the reference line X points to a shrinking valve stem 7. The compensating function in this respect is of the simpler mode of operation because -the torque spring 3 3 merely keeps the compensator screw 29 turned outwardly by an unscrewing movement relatively to its clutching nut 22, 23 and thus follows the valve stem 1! which is receding due to the cooling thereof, or possibly a slight wearing of its lower end. As the valve stem l shortens a few thousandths of an inch, it follows that the stop flange 26 no longer -reaches its stop rest 19 as in normal operation, and the cam heel l2, therefore, has a pronounced releasing and unclutching effect since the load of valve is eased at the tapered seats 2| and 25 when the seat 6 receives said load. The lost motion which thus tries to develop at XY, or at the screw head 3|, is instantly taken up during the very next rotation of the cam when the lobe H is in down position as in Figure 5. This action follows by reason of the cam heel moving away from and freeing the follower 20 which results in removing'all load or pressure from the entire tappet assembly, certainly from the follower sleeve 20. This load relief instantly removes all pressure from the clutching elements 22 and 23, and frees the compensator screw 29 embraced therein so that it relaxes from locked condition. The inherent resiliency of the clutching nut. expands it and almost imperceptibly increases its inside screw threaded diameter, whereupon, the wound-up torque spring 34 unwinds and propels the screw 29 up or out of the tappet sleeve 20 by urging or turning said screw counterclockwise, as viewed from its top in Figure 3, thereby maintaining the screw head 3i snugly against the valve stem.

Consider next the opposite performance, i. e..' self adjustment to accommodate a gradually lengthening valve stem '1, which is an operation reverse to that explained in the foregoing para graph. Hence the self adjusting unit, its screw 29, must back down into the cam follower sleeve 20, proportionately to the expansion of the valve stem. For an understanding thereof, Figure 6 is examined where the reference line Y shows that the screw 29 is further down in the sleeve 20 because of the hotexpanded valve stem 7, or the valve head 5 may have worn its seat 6 a few thousandths of an inch. Here it is the expanding force or load of the valve spring 9 which enforces compensation for valve stem elongation, because the flange comes to rest on its guide stop l9 before the valve head '5 fully seats at 6, with the result that all the load of valve spring 9 is suddenly imposed on the stop means 24,!9. In this state and relation of parts, the cam heel l2 now traverses the tappet sleeve 20 and the few thousandths of an inch eccentricity or surface drop at l2 acts to relieve the load and pressure at the cone seats 2| and 25. Instantly the clutching nut loses its grip on the screw 29 and the torque spring 36 yields and spring loaded valve I which urges the screw downwardly into its released clutching nut.

To continue the foregoing explanation, the pitch or angle of the coacting threads 21 and 3B is sufficient to translate the thrust load of the valve stem 1 into rotary motion of the screw 29 with the result that said screw now rotates clockwise, as. viewed in Figure 3, and hence backs down, proportionately, into the nut 22, 23 by increase of the slightest elongation of the valve stem 1, but no further than such increase because the torque spring 34 yieldingly resists and thus holds the screw head 38 to the valve stem. The pitch or lead of the coasting screw threads 21 and 30 in the compensating unit is just adequate or sufliciently critical to permit the spring loaded engine valve 1 to overcome the resistance of the torque spring 34 and rotate the spring actuated compensator member 29 back down into its clutching nut. Thereupon said member 29 is again instantly locked because the starting pressure between the stops 24 and I9, which initiated downward rotative adjustment of the screw 29, is now relieved;

. whereupon, when the cam reclutching face E again, reengages the clutch 22, 23 by returning the working pressureof said cam to the cone surfaces 2| and 25, it follows that the screw is again locked. All of this operation transpires as the 140 face D of the cam traverses the tappet.

The above described returning of the compensator screw 29 back down into the nut 22, 23, as the engine heats and valve stem "I expands,

" winds up and retensions the yielding, though expansive, torque spring 34 for the next outscrewing operation to meet the reverse requirements, asin Figure 5, heretofore explained. It is significant that the controlled and stationary condition of the screw 29, embraced within its clutching nut 22, 23, is instantly changed if and only'when the valve stem I actually elongates because at that time only does the increased length of the valve stem act to enforce self contraction of the tappet. So long as the valve head is reaching its seat 6, simultaneously with the flange 24 reachingits rest It, normality exists and no actuation of the self adjusting elements occurs.

When the concentric cam arc B or C, depending uponwhich direction the cam, is turning, engages the cam follower 20, cam pressure and/or spring load is again exerted on the coacting load carrying cone surfaces .2l and 25, thereby instantly transferring the load and pressure of the cam to the clutching nut and thereby causing it to grip, lock and carry the screw 29, now precisely equalized or self adju'sted to the new length conditions, between the clutch members 22 and 23. The entire tappet assembly is now solidified, so to speak, and "rigidly set up in condition for transmitting the upward thrust from the cam lobe H to the valve stem 1 The cam means may rotate in either direction, but the views show clockwise rotation.

For emphasis, it is not to be overlooked that the concentric cam face B positively effects a non-yielding engagement of the clutch 22, 23 about the screw 29 a short time before the lobe begins to lift the sleeve 20. Also the opposite concentric are C intervenes between the lobe II and drop l2 and, therefore, the eccentric heel l2 only relieves the load and pressure from the sleeve 20 to relax the tappet for automatic compensation after said lobe H has fully parted from the sleeve 20 and the engine valve 5 has seated. This is important because the clutch is firmly set up and held to a non-yielding rigid state before, during and after the lobe H. acts on the tappet. No possible slippage of the cltuching nut 22, 23 and no possible rotation 'of the compensator screw 29 may, therefore, occur Just before, during and just after, the lift of the valve stem 1. This feature prevents wear inasmuch as there is a complete absence of sliding frictional contact between parts bearing a load or pressure originating from the cam shaft ill or the valve spring 9.

.An alternate form of clutching nut means 31 is shown in Figure 8 which is only partially slotted. as at 3B, and is especially designed for use in connection with the first form of the invention above described. It has a possible advantage of afl'ording a one-piece structure to avoid an additional part should a manufacturer desire that feature. However, a split and separable or segmental nut 22, 23 more quickly snaps upon the screw 29 in the assembly operation. The slot 36 runs diametrically through the axis of the nut but stops short of cutting through thus leaving the two halves joined together at 37. The screw threads 38 are made in any suitable form or pitch. This nut also has a cone surface 39 to coast with the load carrying and transferring sleeve 'taper seat 2| and also has a tappet guide stop or clutch release flange 40 for coaction with the stop end ID of the tappet guide 14 in the same manner as heretofore described in connection with the flange 24 on the clutching nut 22, 23. This one piece clutching nut 31 carries and controls the compensating screw 29 in the same manner as the segmental nut. The small amount of stock remaining opposite the slot 38 provides adequate resilience to promote contraction and expansion of the nut by which it grips and releases the screw 29.

The third and fourth forms shown in Figures 9 thru 12 This form of the invention is similar in principle and mode of operation to that already described, but I employ a clutching nut 46, 41 as the spring actuated responsive and movable compensator element instead of the screw 29 as heretofore explained. It is noted that the usual engine valve 42 is closed on its seat 43 by a valve spring 44 in the usual way. This form of construction reduces the number of parts and provides the threads of the screw element directly on the lower end of the valve stem and integral therewith.

The two operation or position views, Figures 9 and 10, show an exaggerated change in valve stem length, and to more fully bring out this condition a reference line X shows the con tracted valve stem and line Y the elongated stem. This diagram, therefore, shows a diiference or range XY of variation in length of the valve stems due to general operating and temperature conditions. The reference pointers XY are laid out precisely in the plane of the end surface of the valve stems to show on an enlarged scale the variation in thousandths of an inch of the length of parts comprising the valve operating mechanism.

An enlarged thread 45 is formed upon the tail of the valve stem 42 and cooperates with an automatic self adjusting split clutching means in the form of an internally threaded segmental nut or the one-piece nut 31, as in Figure 8, may be used. The segmental nut comprises two or more complementary members 46 and 41 having a stop flange or load transfer means 48 adapted to come to rest on the top edge of the tappet guide 49 which is precisely machined and fitted in or to the engine IE or shimmed up at 50 so as to definitely stop or arrest the downward travel of the clutching nutwhen the engine cam turns to its down position. Hence is freed the valve stem threads 45 from clutched pressure so the spring actuated compensator nut 46, 41 may itself rotate relatively around the threads 45 to eifect automatic adjustment and afford positive -.though soft and quiet no-clearance closing of the valve on its seat 43.

The clutching nut 46, 4! likewise has an external tapered shoulder 52 which coacts with its counterpart or complementary internal cone or mouth 53 formed in the upper end of the tappet sleeve 54 confined for reciprocation in a guide 49. The self adjusting internally threaded clutching nut 46, 41 receives the threaded valve stem end 45 and these parts are assembled in the upper end of the sleeve 54 together with a torque spring of any suitable form, say a coil spring 55, which has one end anchored to one of the threaded clutch segments 45 or 41, and the other end coiled about and secured to the valve stem 42 within the follower sleeve 54.

A cam shaft 5! carries a cam comprising a lobe 58 and eccentric heel 59 adapted to reciprocate the combination tappet and cam follower sleeve 54 in its guide 49 to open and close the valve 42 relatively to its seat 43 and in conjunction with the valve spring 44. This cam is preferably the same as heretofore described. The eccentric heel 59 of the cam relieves the pressure from the tappet sleeve 54 upon each revolution of the cam, as shown in Figure 10, whereupon the compensating nut 46, 41 is free to creep or turn in either direction on the threads 45 to precisely adjust itself to an up or down variation of the valve stem 42 to finely reset itself to any variation in length of the valve stem by which to always afiord positive but soft closing of the valve 42 on its seat43 throughout the range of length variation XY.

As to valve stem elongation, see Figure 10. at the pointer Y, the clutch fiange 48 seats softly against the top edge of the guide 49 due to such elongation, and the pressure of the spring loaded valve 42 is then exerted directly on the clutching nut 46, 41. The pitch angle of the threads 45 enables that pressure to be converted to torque which rotates said nut upwardly. This action takes place inasmuch as the coacting load carrying faces 52 and 53 are relieved of pressure, since the cam 59 traverses the sleeve without pressure thereagainst, which frees the clutch nut 46, 4? so that it expands and instantly rotates upwardly on the threads 45 of the non-rotating valve stem as the latter grows downwardly, so to speak, into the sleeve 54. This upward rotative adjustment is gradually urged or enforced by downward growth orexpansion of the valve stem 42 and the nut 46, 4'! creeps around the valve stem against and overcoming the torque of the spring 55, thereby rewinding and increasing the tension of said spring to store up sufiicient force therein to accomplish a reverse adjusting action as next explained. The desired no-clearance engagement is thus maintained at all points.

nut 45, 41.

Now as to valve stem contraction. see Figure 9 at the pointer X, and the mode oi. action is the reverse to that Just described. In the first place, the clutching nut flange 48 does not tend to reach the upper open edge of the bearing 5 guide 49 due to a gradual shortening of said valve stem. In other words, the valve 42 reaches its seat 43 first and a head of the flange 48 reaching its seat on the top edge of the guide 49. In this operating state, the clutching nut is 46, 41 finds itself declutched from the valve stem screw threads 45 because the tappet sleeve 54 fails to maintain working pressure or thrust between the load carrying tapers 52 and 53, whereupon the previously wound torque spring 55 reacts and screws the nut 46, 4'! downwardly until it does reach the top edge of the bearing guide 54 and stops thereagainst. Thus the torque spring 55 urges the nut 46, 41 downwardly toward the sleeve 54 precisely and proportionately 20 the same distance as the contracting valve stem tries to withdraw it. In this way a constant noclearance engagement 'is maintained at the separable load carrying seats 52 and 53 and at all other points.

With the approach of the cam lobe 55 towards the follower 54, but before engagement thereof, the cone seats 52 and 53 instantly set up the clutch means and. reestablish a positively anchored and rigid relationship between the valve 30 stem threads 45 and the rotatable compensator This function is accomplished by the clutching arcs B or C of the cam, as charted in Figures 15 and 16, depending on the direction of cam rotation. Hence no relative movement 35 may occur within the self adjusting unit itself ,or between the tappet as a whole and the valve stem during the time the valve 42 is ofi its seat 43. Only during that period while the cam eccentric heel 59, as measured by the angle D in Figures 15 and 16, is traversing the tappet sleeve 54 may the compensating unit respond tp and counteract for variations in valve stem length.

In Figure 11 it is noted that the tappet sleeve 54 has dropped down in the bearing guide 49 and the coacting conical load carrying. seats 52 and 53 are noticeably separated. This is an abnormal condition which in reality does not exist in normal operation because there is no force other than gravity tending to move the tappet sleeve 54 down in the guide 49. This view merely brings out the fact that the unclutching action of the self adjusting unit, comprising nut 45, 41 with screw 45 and torque spring 55, is merely the functional result of pressure release, not motion, at and between the cone seats 52 and 53. The viscosity' of the lubricating oil in and about the engine and valve mechanism, as well as the speed of the cam, are factors which prevent the sleeve 54 from perceptible movement away from the clutching nut 46, 41. Of course when the engine stops, the sleeve 54 may gravitate downwardly to a slight degree should the cam lobe 58 stop in down position. This relation is enlarged in Figure 11 as an aid to a discussion of these functions. It is significant that there is a complete .absence of any or all agencies, such as spring means or the like, to hold the cam follower 54 in frictional running and wearing engagement with the heel of the cam. That action is specially avoided by my invention. v

As an aid in assembling this form of the valve mechanism there is provided a split valve stem guide comprising two complementary sleeve parts 60 divided along the line II. The valve stem 42 is first introduced downwardly through the engine valve seat port 48 and other parts then assembled. The compensator nut 46, 41 and its torque spring 55 are mounted in the cam follower sleeve 54 and in engagement with the threads 45, whereupon the two-part valve stem bushing 60 is mounted in the engine as shown. The valve spring 44 is also placed in position by mounting a stepped seat ring 62 upon a split locking washer $3 which is snapped within a groove 64 in the valve stem 42 arid locked therein when embraced by said ring 62 under pressure of the valve spring 44. Inasmuch as the one or more screw threads 45 have an outside diameter somewhat greater than the valve' stem 42, the split guide 60 and split spring seat 62, B3 afford a simple means of quickly assembling all the parts.

Reference is now made to Figure 14, more particularly the valve and its stem 51, for an explanation of an alternate form of threaded valve stem and automatic self adjusting lifter which is essentially the same as just described. However, this construction represents a further simplifying and reduction in number of parts. In Figure 14 the several independent screw threads 66 on the valve stem 61 and in the clutching nut 69, comprise several, say four, five or more, separate and independent thread grooves or ridges 66 having a pronounced pitch. The plural thread means 66 are formed along the tail end of the valve stem for a sufficient length to accommodate the nut 69 and its range of compensation up and down on the threaded valve stem 61.

The foregoing threaded construction is readily produced by tap and die operations and is economical in that respect. More particularly, the threads 66 are the same in diameter or may even be smaller in size than the valve stem 61 which distinguishes from the enlarged thread 45 on the valve 42. The tip end of this valve stem 6? is reduced and finished smooth at 68 and provided with a spring receiving hole 65 by which to operatively receive the torsion spring 55 heretofore described for imparting a creeping rotation to the compensator clutching nut 69, also having a spring receiving socket 10. This construction eliminates the split guide 60 and plural part spring seat means 62, 63 heretofore described as necessary in connection with the enlarged valve stem threads 45.

The threaded valve stems 42 or 61 normally do not turn to any considerable extent in their guides and consequently as said stem or stems grow longer due to a rise in temperature, the clutching nut 46, 41 is screwed up or out of the tappet sleeve by converting the force exerted by the engine valve spring 44 to torque which, aided by the pitch of the screw threads, acts to rotate the nut 46, 41 against the resistance of the torque spring 55 to maintain the flange 48 in softly seating or contacting relation with the top edge of the guide 49 at all times and precisely at the same instant the head of the valve 42 closes on its seat 43. The reverse performance takes place and the clutching nut 46, 41 or 69"screws down, this time because of the unwinding force 'of the torque spring 55, if the valve stem short- .ens, to maintain precisely an exact uniformity of timed engagement of the valve head on its seat 43 and the compensator flange 48 on the tappet guide '49. When this normal state obtains, it means that no variation in length con- ,dition, and hence no compensation, is taking place.

While any desired form of screw threads may be used for the self adjusting unit, the acme or buttress threads are well suited because it is 5 found that they possess characteristics favorable to both clutching and unclutching. The v'-thread in Figure 14 is also a desired form. A buttress thread is especially effective because it is unusually well adapted to the necessary 10 clutching and releasing operation without perceptible movement of parts. The angle face on one side of a buttress thread, and the fiat sroulder on its other side placed toward the spring loaded valve, characterizes the buttress 5 thread for use in a novel way with my clutching nut compensating unit. Special provision in thread form and construction minimizes the amount of movement, such as contraction and expansion, necessary in the clutching means, and hence is an important feature in my inventions because I specially provide against undue action and relative travel of parts.

The foregoing descriptions outline a variety of clutching threaded self adjusting valve lifters presented as concrete examples of my invention, and the several forms have coacting threads of suitable pitch by which the angle or lead of the thread and the resistance of the torque spring are factors so combined and controlled thatonly a small portion of the pressure or load of the engine valve spring is converted to torque tending to slip the clutch. It is, therefore, apparent that the clutches operate and carry their load with a substantial working margin of assurance against slipping action or rotative effort of the moveable element around the stationary member. Hence the clutch means are not unduly strained when the force of the cam and the resulting load of the valve spring are imposed thereon because the threads, and not the clutch means, sustain the major portion of the valve operating load. I

The fifth form shown in Figures 17 thru 21 In this form of the automatic valve tappet, the 48 self adjusting unit includes a compensator per se in the forms of a thrust plug having a load carrying pin or stud which coacts with an mclined spiral plane to effect the two-direction adjusting movement by which to maintain the no-clearance load sustaining relation with the engine valve. It also includes clutch means constructed somewhat differently from the clutch heretofore described and which is auxiliary to and designed for controlling the self adjusting unit. The clutch has an amplified gripping factor whereby a minimum pressure to engage the clutch faces will carry an unusually large valve load without liability of slippage of the selfadiusting means. Likewise, this form of the invention is illustrated with a roller 19 as 'a cam follower instead of the sleeve type of cam follower heretofore explained. Also a specially designed cam means 15 is used in connection with this fifth form of the invention. A valve stem 12 reciprocates in the usual valve guide toopen and close the engine exhaust or inlet port and the valve head is normally held to, its seat 13 by a valve spring I4 in the usual way.

No matter how stiff or powerful is the valve load- 70 ing spring 14, the amplified clutch in this form of construction is adequate to transmit the actuating force to the valve 12 against any type of spring an engine manufacturer may desire to use.

The specially designed cam has a lobe 15 carried on a cam shaft II to operate the valve lifter mechanism carried within a tappet sleeve housing 18 which reciprocates in an engine bearing guide 16a carried on the engine base or crank case I6 as will be understood. The tappet sleeve I6 cooperates with the cam means and clutch mechanism by which to release the latter to allow the self adjusting or compensating unit to function, as will be explained. Any suitable alignment or guide means may be used to prevent the tappet sleeve I6 and roller follower 19 from turning in its bearing guide I611, as for example, a screw 94 fixed in the stationary guide [6a with said screw end finished smooth and confined in a guide slot 81 in said reciprocating sleeve I8.

As to the cam, its form is a modification of the cam in Figures and 16, and its lobe I5 defines the full width of the cam lift face or high side thereof, and the lobe face feathers into spaced concentric cam ridges or runs 11 which are concentric with the cam shaft II. The cam is finished or ground out to relieve its heel a few thousandths of an inch at I8 between or centrally of the raised concentric cam runs II. The groundout eccentric I8 is shown on an enlarged scale in the drawings for a better understanding thereof. The ground away face I8 is opposite the lobe I5 and is eccentric to the shaft II, and may be five to fifteen thousandths, more or less, below the surface of the concentric ridges or camways II at the point of greatest depth. Thus is provided a cam means having two operating drop or heel surfaces, the concentric spaced heels II which act together as one, and the eccentric heel I8. The eccentric heel face I8 functions to release the clutch means and initiate automatic self adjustment when the valve stem I2 or other parts expand, and this action is accompanied by transferring the pressure of the spring loaded engine valve to the tappet sleeve I6 and thence to the concentric cam runs- II. However, no spring load or pressure exists between the cam runs II, or on the eccentric surface I8 for that matter, and lower end of the sleeve I6 during normal operation. Friction and wear are, therefore, at a minimum.

The valve lifter sleeve I6 houses the compensating unit and its control clutch in the upper end thereof, and the lower end of the sleeve I6 receives the cam follower roller means I9 movable up and down therein. The roller I9 is journalled on a bearing pin 88 fixed in the lower part of furcations 8| of a roller carrying sleeve or cylindrical body 82 cut away at 83 to provide the furcations 8| and the opening 83 for the reception of said cam roller I9.

The lower end of the tappet sleeve I8 is slotted at 84, which is substantially the counterpart of the slot or cutaway 83, for the reception of the roller I9. The cam follower or carrier sleeve 82, for roller 19, is inserted into the lower end of sleeve I8, and the roller I9 turns freely within both openings 84 and 83. Hence the two slots 83 'and 84 in the lower end of the telescoping sleeves 82 and I6 are lined up so that the roller freely turns therein. The smaller sleeve assembly 82, I9 is movably free within the sleeve housing I6 and adapted to undergo a most limited reciprocating movement equal to the few thousandths ofan inch depth of the eccentric heel I8 below the surface of the concentric runs II by which to impose and remove pressure to and from the control clutch to be described.

The lower end of the tappet sleeve I6 has its two furcations finished on circumferences 88 concentric with the axis of the bearing pin 99 and roller I9. In other words, the two spaced circumferences 88 have radii equal to that of the roller I9, as shown in the side view Figure 5 17. The curved faces 86 ride on the spaced cam concentric runs 11 for the purpose of sustaining thcload-of the valve spring I4 while automatic compensation ensues when elongation of the valve stem 12 enforces such compensation, as 10 will be more fully explained. The upper end of the tappet sleeve I6 is defined by the circumfer ential top open edge constituting a stop rest 85 which coacts with and receives the load of the elongated valve stem and its spring I4 when 1:; expansion of the parts brings about the self adjusting function.

The self adjusting unit will now be explained, and it includes a skirted sleeve or cuff guide 88,

the lower inner end of which is made with an v internal upwardly converging taper or cone shaped clutch surface 89. A flange 98 is intogrally formed on the upper end of the cuff 88 and the top face of this fiange is finished with two oppositely disposed inclined spiral planes 9|, each of which terminates in diametrically opposite vertical faces or stop jaws 92. Each jaw 92 defines the lower end of one incline plane 9| and the upper end of the other incline plane 9i. A spring anchorage pin 93 is secured in the flange 99 adjacent one jaw 92 and projects from the face of one incline plane 9i. The flange 98 is made on a larger radius than its guide cuif 88 so that when the cuff is placed within the tappet sleeve I6, the flange 99 rests on the top open edge 85 of said sleeve. Hence the flanged cufi device 88, 98 removably fits in snug relation within the upper end of the tappet sleeve I6 and ordinarily rests stationary therein. This stationary member of the compensating unit is now seen to include a cylindrical bore in which is carried the compensator per se for rotative adjustment as will be later explained.

A clutch disc 95 has a cone face 96 which is the counterpart of the clutch face 89 in the cuff or clutch sleeve 88, and is adapted to movably fit therein. The clutch member 95 is made with a bearing hole 91 off center from the axis thereof and hence off center from the axis of the spiral inclined plane 9| and cuff 98. The

upper and lower faces of the clutch disc 95 may as well be made fiat and parallel, especially the lower face which rests on the upper end of the cylindrical carrier sleeve 82 in which the cam follower roller I9 is journalled.

A cylindrical member comprising a rotary thrust plug 98 is mounted for free and guided rotation within the cylindrical bore of the stationary flange and cuff device 88 and may be referred to as the compensator per se. The lower end of the thrust plug 98 carries an integral bearing clutch or actuating pin 99 off center from the axis thereof, and said pin has a combined rotary and sliding bearing fit within the hole 91 of the movable clutch disc 95. The thrust plug 98 and its cooperating clutch disc 95 have free rotative adjustment within and relatively to the flanged cuff 88 when the coacting clutch faces 89 and 98 are not under load or pressure imposed thereon by the spring loaded valve I2 or by the action of the cam lobe I5, but when under such pressure the clutch 89, 98 positively locks said thrust plug 98 against rotation within the stationary cuff 88 to unyieldingly actuate the valve I2. Hence the clutch means exercises positive control over the compensator plug 98.

A load carrying pin I88, in the form of projecting lugs, is carried nearthe upper end of the compensator plug 98 and is adapted to ride on the inclined plane 9|, up or down there along. The load carrying pins I88, therefore, enforce a longitudinal movement of the self adjusting device 98 when the latter turns within the member 88, 98. At the same time the eccentric clutch pin 99 moves longitudinally and rotatably free within the bearing hole 91 of the rotatable clutch disc 95. A spring receiving socket IN is drilled in the upper end of the thrust plug 98.

A resilient coil torque spring I82 has one end I83 fixed to the pin 93 and its other end I84 fixed in the hole IN, and is wound on the valve lifting thrust plug or compensator 98. This spring is assembled with a pronounced unwinding torque by initially coiling it for reverse action, the expansive unwinding force of which rotates the plugs 98 within theflanged member 98, thereby causing the load carrying lugs I88 to climb upwardly along the two inclined planes 9|, thus moving the plug 98 out and up thru the cuff 88 toward and always in no-clearance engagement or snug contact with the free end of the valve stem I2.

The foregoing assembly of parts 95, 88, 98 and I82 constitute the compensating unit and controlling clutch auxiliary thereto. These parts are shown in order of assembly in Figure 21 for full understanding thereof. The compensator 98 is'positively controlled by its clutch 98, 89 as respects its rotation in either direction.

The rotary clutch disc 95 rests on top of the carrier sleeve 82 and the rotary spring loaded thrust plug 98 has its upper end engaged against the lower extremity of the valve stem I2 by positive no-clearance relationship therewith. This mechanism is preferably assembled with the load carrying pins I88 disposed midway between the stop jaws 92 of the spiralled flange 98 so that the tappet is capable of automatic compensation up or down for contraction and expansion of the valve stem I2 to compensate for variations in valve stem length throughout the range indicated by the pointer lines X and Y.

During normal engine operation when the working temperature is constant, the automatic tappet maintains its no-clearance relation between the thrust plug 98 and tail end of the valve 12 without internal motion in the self adjusting unit or its control clutch. The downward pressure or load of the valve spring 14 is imposed upon the valve seat 13, necessarily so because the no-clearance between valve stem I2 and plug 98 does not support the valve stem when the valve is on its seat I3. It must, therefore, be borne in mind, under normal working conditions and when the valve 12 is closed, that no load of the valve spring I4 is exerted against the thrust plug 98. This is of course the state and relation of parts in all forms of the invention. It is, in fact, the torque spring I82 which simp maintains the thrust plug 98 up against the lower end of valve stem 12. With this in mind, it is seen that the valve spring I4 does not load or press downwardly on any of the tappet mechanism, say its sleeve I8, the roller I9, or other parts thereof, except on the lobe I5 when the latter rides upwardly against the roller I9. At all other times, as when the tappet is normally traversing the heel 11, I8 of the cam, there exists absolutely no pressure or load on the tappet and cam heel as exerted from the valve spring 14. This condition obtains inasmuch as the constant noclearance relation, between the plug 98 and valve stem, is incapable of transmitting the load of the valve spring I4 downwardly to the tappet parts and cam when the valve is on its seat I8.

Consider now that the valve stem I2 has elongated due to extreme heating conditions, as at the reference line Y in Figure 17. In this circumstance, it is clear that the compensator 98 yields and creeps downwardly and rewinds the torque spring I82, by the force of the spring loaded valve I2 and by impacts from said valve, at the instant the clutch means 89, 98 is relieved of pressure. The clutch 89, 98 releases when the cam roller I9 traverses the eccentric heel I8 of the cam. When the latter action takes place, it is clear that the compensator plug 98 may turn in either direction, moving down and contracting inwardly for valve stem elongation, as shown in Figure 17, and moving upwardly or out to adjust for valve stem cooling and shrinkage, as at the reference line X in Figure 18. Hence the no-clearance operating relation or contact is maintained throughout the several thousandths of an inch variation as indicated at XY, regardless of variation in length of parts in either direction, whether growing longer or shorter.

When the valve stem 12 elongates, the flange 98 more perceptibly bears on the rim of the tappet sleeve I8 because the flange tends to reach the stop 85 before the valve I2 reaches its seat I3. Therefore, the load of the valve spring I4 is transmitted to the sleeve I6 and thence to the cam runs TI. The roller I9 now traverses the eccentric cam heel surface I8, but without actually dropping down on said eccentric portion I8, and the pressure is relieved from the clutch 89, 98. Next, the down force of the valve spring I4 slides the studs I88 downwardly along the inclined planes 9| until the valve I2 seats at I3, whereupon the compensating action ceases and the clutch 89, 98 again locks the self adjusting unit against movement as and before the roller I9 is approached by the lobe I5 of the cam:

It is to be understood that the drawings purposely show exaggerated operative positions for emphasis and clarity. For example the eccentric drop I8 on the heel of the cam is shown to be somewhat greater than necessary or in actual practice. The view also exaggerates the declutched position of the rotary clutch member 95 which is shown to be withdrawn from the stationary clutch cuff 88. As a matter of fact, in actual practice, no such relative separation of parts takes place. The clutch 95 does not withdraw from the cuff 88 but it is shown that way in this disclosure for clarity. Normally, the roller I9 and its carrier 82 are held up in the tappet sleeve I8 by the viscosity of the oil which generally lubricates all the tappet parts throughout. Likewise, it is understood that the high speed rotation of the cam shaft II affords very little time for the roller I9 to drop down and ride the eccentric heel portion I8 of the cam as in Figure 18. No matter whether the roller I9 actually runs in contact with the declutching eccentric heel portion I8 or not, the load and pressure, originating with the engine valve spring 14 and cam lobe I5, is assuredly released, with minimum motion between the parts, every time the cam heel 11, I8 traverses the roller I9. Hence the valve lifter is in a state of relaxation at that time but no actuation occurs aosogree in the clutch and compensating means unless the valve stem length has actually changed.

It is now seen how the self adjusting valve lifter rides the cam lobe I onlyunder pres sure, and that when the valve I2 reaches its seat I3, there is no additional down pressure on the valve lifter so that onLv the weight of the lifter mechanism itself rests on the cam run heels TI during. normal operation. This arrangement avoids wear, saves power and minimizes heating inasmuch as frictional engagement on the cam is considerably reduced.

The holding power of the clutch is very pronounced. The eccentricity of the bearingpin 99 affords a powerful clutching action to look the compensator 98 within its guide member 88 against any type of spring 14 which may be used. Powerful springs are sometimes employed to adequately load high speed reciprocating poppet valves. This invention presents clutch means of amplified power stepped up to control delicate self adjusting mechanism designed to handle high powered valves.

The sixth form in Figures 22 thru 26 The sixth form of the invention is characterized by a wedge compensator and wedge clutch means. This form of valve lifter may be used in combination with a specially designed cam vention, the conventional cam H2 is shown in these views.

A valve and stem I08 is actuated by a tappet sleeve I09 confined in its bearing guide I01 and driven from the cam shaft I III. A valve spring H3 closes the valve on its seat H 3 in the usual way. In this modification of the invention,- the compensating unit is housed within the tappet sleeve I09 and positively maintains a no-clearanc e engagement or contact with the tail end of the valve stem I08. The valve spring H3 does not exert pressure on the tappet sleeve the except when the cam lobe III is opening the valve, as in Figure 24. A few thousandths of an inch clearance exists between the cam heel H2 and the surface of a cam follower H9 carried by sleeve I09, as later described. This clearance relation is shown on an enlarged scale in Figures 22 and 23 and is precisely set up by shim means when the valve operating mechanism is assembled.

The tappet sleeve IE9 has a stop flange I05 adapted to come to rest on the top edge I06 of .the bearing guide I07 in which the valve lifter.

reciprocates. In fact the reference character I06 points out a shim or shims. variable in thick-= ness to thousandths of an inch; by which the top edge of the bearing guide is precisely located at exactly the correct height above the cam H2 and below the engine seat H5, whereby the stress or pressure exerted by elongation of the valve stem may be transferred to and exerted on in effecting its take-up or compensating func-' tion. The seat 5 is made with a bearinghole H5 at the center of the tappet sleeve I09.

Referring further to Figure 26 for a structural discussion of the self adjusting unit and its con- 5 trol clutch, it is noted that a clutch and load carrying stem II'I projects axially from a guide II8 integrally formed with a cam follower head H9. The upper end of the stem III is finished in the form of a wedge I 20 forming one element 10 of a clutch. Another clutch member I2I has a hat lower face 822 and an upper bevelled wedging face I23. A clutch groove I26 is made in the lower face of the clutch member I2! as the counterpart of the wedge end 629. Thus the 00- acting wedge faces and I28 comprise a simple form of wedge clutch means having straight or plane faces as distinguished from the several types of clutches heretofore described. A plunger socket I is made just above the clutch 20 groove I26 for the reception of a coil compression spring I25 followed by a plunger i277.

Another wedge I29 is provided with a valve stem head or seat I30 adapted to carry the load of the valve stem its and its closing spring I 83 25 when the lobe HI of the cam is opening the valve. Said clutch member I29 is made with a lowerbeveled face I3I adapted to rest on and slide in relation to the correspondingly bevelled surface I23 to urge the head I30 up and down 30 in the sleeve I69 to follow or yield to the changing conditions and length of the valve stem to maintain the no-clearance relation therewith.

The foregoing described self adjusting unit and control clutch are assembled in the tappet 85 sleeve I09 with the load carrying stem II'I longi-' tudlnally movably free within the bearing hole IE6 of the seat lI5. This places the cam follower I I 9 in operative relation with the engine driven. cam H2 and the lower clutching wedge I20 projects into the upper part of the tappet sleeve 09. The upper and laterally movable clutch .member- I2! rests upon the sleeve seat H5 with its clutch groove H26 in engagement with. the load carrying wedge clutch I2h. The

spring pressed plunger I2? bears against the inner wall of the sleeve itt and the uppermost wedge I29 rests upon the laterally movable clutch device I2I with the engine valve we bearing upon the valve stem seat Itt of the self adjusting unit in the automatic tappet with noclearance contact.

After assembling the parts above described, all lost motion is taken up between the sleeve-seat H5 and valve stem it by expansive force exerted from the compression spring I26 which urgesthe compensating member I2l transversely to the right, as in Figure 22, thereby snugly setting up the two wedge parts HI and IN between said tappet seat I I5 and the valve stem I08. At this stage of assembly, there exists no locking function by which to positively anchor the compensation unit I2I, 529 in rigid and nonyielding position for lifting the spring loaded valve I08, but provision is made therefor, nevertheless. The clutch faces I26 and are are not inherently self locking wedge holding elements because the angle of the clutching faces is sunlciently steep or small to avoid self sticking. In other words, the mere weight of the cam follower H9 and its stem Iilis enough to disengage the clutch faces one from the other. This condition enables the spring and plunger means I 26, H211 to maintain the active clutch member I2I snugly wedged between the tappet and valve stem for 7 the desired no-clearance contact of 'all parts. It is significant that the angle of the cooperating wedge faces' I23 and I3I is steep enough, in relation to the axis of the spring loaded valve I08, to permit a relatively self adjusting and sliding movement between the two members HI and I29 to accomplish, tappet contraction in event the valve I08 elongates and the load of the valve spring H3 is delivered thereagainst, provided, of course the clutch I20, I20 is disengaged.

In operation, the cam lobe III approaches the cam follower H9 and the first contact between these two elements positively sets up and fixes the clutch I20, I24 in rigid relation so thatthe downward force or load of valve spring Ill cannot possibly displace the self adjusting member I2I to the left despite the angular relation existing between the two parts HI and I29. The cam lobe I i I continues upwardly to complete the opening and closing cycle of the valve. When the valve I08 reaches its seat IM, all the load of the spring H3 is then carried on the self adjusting seat I30 and the-tappet sleeve I09 stops against the upper end of the bearing guide I01 which is necessarily shimmed up at I06 by which to precisely set the top edge for receptive contact with the flange stop M5 on the top end of the tappet sleeve I09.

The thickness of the shim I06 is precisely gaged to leave a few thousandths of an inch clearance between the cam heel H2 and follower IIQ when the valve I08 is on its seat Hi. This clearance factor is small and only sufficient to allow relief of pressure from the coacting clutch faces I20 and I24. When that relief takes place, the adjusting device I2I readily slides to the right to counteract for a shrinking valve stem, -or to the left for an expanding valve stem. The compression spring I25 in the self adjusting unit acts to take up for a shrinking valve stem, while the engine valve spring 3 enforces contraction of the self adjusting unit I-2I, I29 for valve stem expansion. The coacting angular faces I23 and I3I strain on the clutch faces I20 and I24 when under load of the engine valve spring, but the attitude thereof is adequate to insure relative movement of the lower wedge I2I to the left when the clutch is free.

General considerations common to all forms As anew principle in my several inventions herein disclosed, it is now seen that the several mechanisms, comprising the clutches and the self adjusting units, are at rest and remain inert or inactive so long as the length of valve operating parts is constant. The period or time factor for constant length operation is by far the longer period since variation in length of operating parts actually occurs over a relatively short time. By this is meant that an engine starts cold and attains its normal working temperature in a comparatively short time, say a few minutes or longer, whereas the engine may thereafter run for many hours or even days. During normal working period of the engine, my automatic valve lifter functions without self actuation and friction of parts. This avoids wear and distinguishes from prior devices, the mechanism of which is, generally, in a continuous state of operation when, in fact, no needful compensation is occurring because the valve stem long since attained its heated and normally expanded working length.

Likewise, the cooperation of the cam and tappet in my several inventions is one of special moment, in that I provide against riding the heels of the cams with pressure. The lobe of the cam is the only working and wearing part because there is a complete absence of springs or other load means to force the cam followers of my valve lifters to ride or follow the cam the entire 360 of operation and this condition saves power and avoids wear.

The minimum weight or mass of reciprocating parts is also mentioned because the invention seeks, among other things, to lighten the weight of parts. Especially is this true with certain forms of the invention where the tappet sleeve is comparatively free of operating parts.

I ascertained in the problems presented that the actual time or permissible period of self adjustment is a most important factor. If the clutch means or self adjusting elements should undergo relative movement on or between each other, while the valve is off its seat, it is clear that the pressure or load of the valve spring and pressure of the cam lobe would indeed rapidly wear out the mechanism. Furthermore loss in valve lift occurs. Either reason is found sufficient to require, in a successful device, that all clutching or self adjusting action be avoided just as or before the valve starts from its seat and until or after it returns. In my inventions, all clutch action and the performance of compensation between the responsive elements, starts and ends well within that period during which the valve is at rest on its seat. In fact, this new principle is so utilized that no actuation of the cooperating clutch means and self adjusting unit is permitted for a predetermined number of degrees of cam rotation or period of time before and after the cam lobe reaches and leaves the cam follower.

In the several forms of valve lifter construction, the self adjusting unit is easily placed in or removed from the tappet sleeve and protrudes from the upper end thereof just sumciently to make assembly a simple matter, and the cam follower is carried at the other end of the sleeve or protrudes therefrom. The construction is durable and fills a want long felt for adequate no-clearance valve operatingmechanism.

What is claimed is:

1. A self adjusting tappet adapted to cooperate with a valve comprising a sleeve having a cam follower, a compensating unit mounted in the sleeve and comprising a split nut embracing a screw, and spring means to actuate the compensating unit to maintain no-clearance engagement with a valve.

2. A self adjusting valve tappet comprising a sleeve having a. cam follower, a compensating unit mounted in the sleeve and including a clutching nut means embracing a screw, and a torque spring one end of which is attached to the clutching nut means and the other end attached to the screw.

3. A self adjusting valve tappet comprising a sleeve having a cam follower at one end and open at its other end, a compensating unit removably mounted in the open end of the sleeve and having a large flange portion which overhangs the end of the sleeve and a reduced portion which fits down into the sleeve, 'said unit including a clutching nut on which the flange portion is formed, a compensator screw which is 

